Transmission operating device



Dec. 25, 1951 w, PRlcE 2,580,125

TRANSMISSIONOPERATING DEVICE Filed May 11, 1942 10 Sheets-Sheet l 4 HVVENTOR HAROLD w PRICE D ei t. 25, 1951 w PRlcE 2,580,125

TRANSMISSION OPERATING DEVICE Filed May 11, 1942 I 1o Sheets-Sheet z ml 86 v FIG-3 HVVENTOR BY HAROLD W. PRICE I it AITORNE Y Dec. 25, 1951 H, w, .s c 2,580,125

TRANSMISSION OPERATING DEVICE Filed May 11, 1942 I 10 Sheets-Sheet 3 N 2 3 tl 5 w 2 N m E I E- s v H l w I 1 m I ,INVENTOR. HAROLD W PRICE it ATTORNEY.

Dec. 25, 1951 Filed May 11, 1942 H. w. PRICE TRANSMISSION OPERATING DEVICE 10 sheets-sheet 4 INVENTOR. BY HAROLD W. PRICE TTORNEY.

Dec. 25, 1951 w PRlCE 2,580,125

TRANSMISSION OPERATING DEVICE Filed May 11, 1942 10 Sheets-Shegt 5 F'G'B '9 uwmn'on I BY HAROLD W PRICE ITORNEY Dec. 25, 1951 PRICE 2,580,125

TRANSMISSION OPERATING DEVICE Filed May 11, 1942 10 Sheets-Sheet s Dec. 25, 1951 H, PRICE 2,580,125

TRANSMISSION OPERATING DEVICE Filed May 11, 1942 1O Sheets-Sheet 7 l 5'45- lg, H

' u I l l I k-#32 I. 35/ 31" Q Q E ma 1', 503 34/ '{Yi r O ass 485 +B 328 He. H

5/ S g 5/7 343 g I I S 333 365 g v Fls. I2

- 5 419 I I g 35/ INVENTOR BY HAROLD \A/. PRICE TTORNE Y Filed May 11. 1942 Dec. 25, 1951 w PRICE 2,580,125

TRANSMISSION OPERATING DEVICE 1O Sheets-Sheet 8 FIGJB O 9 4a7 FIG. I4

I INVENTOR BY HAROLD \M Pie/CE k A ORNE Y Dec. 25, 1951 wLPRlCE 2,580,125

TRANSMISSION OPERATING DEVICE Fil c? May 11, 1942 10 Sheets-Sheet 9 H6 v I I76 I i I I50 I47 I74 4 1 200 I68 ,6 I

T-ucs.l7 I K I94- I I I :90

+5 INVENTOR ATTORNEY Dec. 25, 1951 w pRlCE 2,580,125

TRANSMISSION OPERATING DEVICE Fie. I9

I INVENTOR HAROLD W PRICE AZTORNEY Patented Dec. 25, 1951 UNITED STATES TEiNiT orFicE 25893125 TRANSMISSION OPERATING DEVICE .Application'May 11, 1942, Serial No. 442,465

"ll-Claims. 1

This invention relates to motor vehicles and more particularly to improvements in the transmission of power from the engineto'the driving wheels of a motor vehicle.

It "is customary, in connection with the drive for motor vehicles, to provide a speed ratio changing transmission for varying the driving ratio'between the engine and'the vehicle driving ground wheels, and my invention is directed "to power means automatically operable, when the accelerator or other manually operated engine control means .is depressed slightly beyond the fully opened throttle position, to cut out of operation the engine controlling ignition system as the transmission isbeing power operated to uncouple the engine of the vehicle and the driving wheels thereof and then to so operate the transmission .as \tdlovverithe speed ratio between the engine and .the driving ground wheels and to again render the ignition operative to efielet aspeeding up of the engine just prioritotheeompletion of. said operation of the transmission.

It follows, therefore, that my invention is directed to means for automatically effecting a change .in the transmission speed ratio at a time when the internal combustion engine is incapable, at the then existing setting of the transmission and despite a fully opened position .of its throttle, of either maintaining or increasing the speed of the vehicle. Such a lowering of the speed ratio will also probably prevent a choking of the engine should the vehicle be climbing a steep'lhill. V

One=of thetobjectsio'f theinven'tion is to provide, in an automotive vehicle provided with an internal combustion engine and aselective gear change-speed transmission, power means operable, at or below a predetermined vehicle speed or after the engine throttle has been moved to its wide open position, to successively -take up slack in the transmission operating system and at the same time disable the ignition system of theengine to facilitate a demeshin -o'fthe transmission gears, then initiate and substantially complete an operation of the transmission to either mesh another setof ,gears'or render another set of gears operative and thereby lower the driving ratiorbetween the engine and the drive wheels of the vehicle and then again render'the ignition system operative to speed up the engine which operationmay be effected just prior'to the meshingiof the, gears. The power means'is subsequently operative, atior above a predetermined vehicle speed .and after the throttle hasbeen iully .closed or substantially closed to efiect a sufiicient evacuation of the-intake manifold,

to so "operate-the transmission asto increase the aforementioned -'driving-'ratio.-

Yet "another object of my invention is "to provide a spring and vacuum operated-motor unit for operating'an'automotive transmission, a high gear operation TOf said unit being effectedwhen the gaseous pressure ithe "intake manifold ie at or below apredeterm'med" factorpth-e accelerator is: positioned anywhere in *its are of throw "short of *orsubstantiallynhort of its full'open position and the vehicle is *travelling above a predeterminedspeed. further'object of my invention is to so:construct-and arrange theparts ofthis motor'nnit that :a-low gearoperation'thereof is automatically eifected eitherwhen the -speed of the vehicleisfreduoedbelow*awpredeterm-inedfactor or the accelerator of the-vehicle is depressed to" a position beyond "its-full throttle open posi- In carrying out-the'above objects *of any invention *I- have, :in "one-preferred embodiment of my invention, provided a simple and compact pressure differential .and spring operated double acting motor unit including "a control valve, a power element, an ignition "interrupter switch and an electromagnetpr so-"called 'holdingp'oil, the control valve being operatedbya springand a solenoid; th'e'power element of the TIIIOtOT "beingheld in'one o'itits operative positions'by means of the holding coil, and fboth the solenoid and holding coil being controlled "by 'a relay -mechanism whichis controlled by means including an accelerator operated .switch"'and "a governor operated switch.

The principal object .of "my :inventionds to providepower means'for operating at least apart o'ifthe change-speed transmission of an automotive vehicle and for so'controlling'the' ignition system-of the vehicle as to facilitate said operation' of the 'transm'iss'ionby the power means.

Yet another object of my invention is to provide power .means.for in partjcontrolling the ignition system .of -an automotive vehicle and for operating .atileasta part of the change-speed transmission of the vehicle, said power means including ,a ,relay ,mechanism @eomprising .a breaker switch ,for ,controlling ;a valve operating solenoid and :a ,holding :coil, the latter ele menw constituting .a v part .of aimotor .unit and .iurther comprising another breakerswitch ,for controlling an ignition finterrup'terswitch which also constitutes apart of .saidimo'tor unit. Afurther object of my, invention is to control the {breaker switch operatingelgctromag et of this relay mechanism by a vehicle speed responsive gover nor operated switch and an accelerator operated switch.

One of the most important objects of my invention is to include, in power means for operating a change-speed transmission mechanism and for in part controlling the operation of an ignition system, a compact spring and pressure difierential operated motor unit including an electromagnet or so-called holding coil, a solenoid operated three-Way valve and a cut-out or socalled ignition interrupter switch, saidswitch constituting a part of the aforementioned ignition controlling means and being mounted in the casing of the motor unit adjacent the holding coil and operably connected to the power element of the motor unit by means of a yieldable connection so constructed as to effect a closing operation of the ignition interrupter switch when the power element is moved to one of its operative positions and make possible a delayed opening operation of said switch when the power element is being moved to another of its operative positions.

Another object of the invention is to provide, in the power plant of an automotive vehicle, means for controlling the operation of a transmission operating and ignition controlling motor unit including a valve operating solenoid, a power element holding coil and an ignition interrupter switch, said means including a governor operated switch for in part controlling the operation of a relay which in turn controls the operation of the valve operating solenoid and the holding coil and further including an accelerator operated switch and a wind operated switch for controlling the operation of another relay which in turn cooperates with the ignition interrupter switch to effect a momentary disabling operation of the ignition system of the vehicle.

The invention also contemplates the provision, as a part of the power plant of an automotive vehicle, of power means serving as a part of the means for operating change-speed transmission of the power plant and as a part of the means for controlling the operation of the ignition system of said plant to facilitate the power operation of the transmission, said power means including a motor unit comprising an ignition interrupter breaker switch, a valve operating solenoid and a holding coil for the power element of the motor unit, said power means further including a relay mechanism including a breaker switch cooperating with the ignition interrupter switch to control the ignition system and a breaker switch for controlling the operation of the valve operating solenoid and the holding coil, the electromagnet means of the relay mechanism being controlled by an accelerator operated switch, a wind operated switch and a vehicle speed responsive governor operated switch.

Yet another object of my invention is to employ three electrically connected breaker switches and two electromagnetic relays in electrically controlled power means for operating a changespeed transmission, one of said switches, including a grounded wind responsive contact member selectively movable to one or the other of two positions, another of said switches'operated by a, governor including a centrifugally operable contact member selectively movable, depending upon the speed of the vehicle, to one of the other of two positions and the third of said switches including a contact member connected to the accelerator and selectively movable to one or the speed of the engine and operable to disable the operation of the motor unit at or above a predetermined relatively high engine speed.

Yet another object of my invention is to provide a transmission operating and ignition controlling power means constituting a part of the power plant of an automotive vehicle in which the torque load of the internal combustion engine is relieved by momentarily disabling the engine ignition system in order to unload positively engageable drive control elements of the transmission so as to facilitate a disengagement of said elements. In such power plants the engine ignition is sometimes grounded, that is rendered inoperative beyond the desired momentary period either as a characteristic of the transmission control mechanism because of the failure of said mechanism to properly function, sticking of an ignition interrupter or grounding switch, or for other reasons. When the engine ignition system is thus interrupted, usually by grounding the same, the engine is rendered inoperative so that the car cannot be driven under itsown power. It is accordingly an object of my invention to provide means for overcoming the aforesaid difliculties, that is an undesired permanent interruption of the ignition system during the operation of the mechanism as it eiiects a so-called shiftdown operation of the change-speed transmission. As indicated above such a means is provided by including in the mechanism, in combination with a power operated ignition interrupter switch, a time delay relay switch which may be in series with the interrupter switch, said relay switch being operative to insure a resumption of operation of the ignition system despite a failure of operation of the interrupter switch.

Another object of my invention is to provide improved means for momentarily interrupting the ignition for a predetermined desired interval of time, the ignition being automatically restored regardless or" whether the mechanism responds normally to such interruption in efiecting disengagement of the control elements.

Yet another object of m invention is to provide in the power plant of an automotive vehicle power means for establishing a change-speed tranmission in one or the other of two drive ratio settings, said means including a pressure differential and spring operated motor unit comprising a relay controlled valve operating solenoid and a relay controlled power element holding coil, both solenoid and coil being deenergized, by an operation of a relay mechanism, to effect the lower of the two settings of the transmission, said power means further including the ignition switch of the power plant, said switch serving when opened to eiTect a deenergization of the solenoid and holding coil despite a failure of operation of the relay mechanism.

Yet another object of my invention is to provide, in the power plant of an automotive vehicle,

a aso ren 5. power :means 'for effecting :either a .kickdown 1111' an :upshi'ft .operationgof a changeespeed transmission,tthe.kickdown'operationbeingfacilitated, if :this :operationjs reflected when the vehicle is traveling at or above acertain speed, by an operation-of the power means to :momentarily disable the ignition system of the engine of :the vehicle and thereby reverse the torque of said :engine, said kickdown or downshift operation :of the transmission 'beingfacilitated, if this operation is effected when :the vehicles-is travelling below a;certain relatively low speed, bya power disengagement of a friction clutch to therebyuncouple the engine :from :the transmission. An important feature of this embodiment :of my invention lies in the construction andcarrangement of the parts of the clutch andtransmission-opcrating and ignition controlling :power .means, said ;parts including a vehicle speed responsive governor which operates,'at the aforementioned relatively low vehicle'speed, to controlthat part of the power means whichoperates the friction clutch and that part f the power means which operates the transmission, said parts further including-a switch mechanism also operated by a single means, preferably the accelerator, and operative to control both of theaforementioned parts of the power means.

Yet another object :of invention is to provide a power plant/for an automotive vehicle including a manually and power operated friction clutch,a fluid couplingand a manually andpower operated change-speedtransmission, said power plant being operative to effect, by depressing the accelerator and without manually operating the clutch, a smooth start of the vehicle from rest after the transmission has been manually operated to establish the same in a relatively low gear setting and to thereafter effect, after the transmission has been manually operated to establish a certain setting thereof, an operation of the transmission bypower means without operating the clutch.

Yet another object of my invention is to provide an efiicient and effectivepowerplant foranautomotive vehicle, said :plant including an internal combustion engine, an ignition system, including an ignition switch, for in part controlling the .operation of the engine, :an accelerator, a fluid clutch, a friction clutch, a manually operated clutch pedal, a change-speedtransmission, a manually operated shift .lever for operating :a part of said transmissionand power means operative to actuate the transmission to establishone or the other of two settings thereof, operative ;to di engage the friction clutch, when the vehicle is travelling at or below a certain speed and the accelerator is released to close .a switch and to idle the engine, to facilitate the operation ofestablishing the transmission in one of the aforementioned settings, said power means being also operative to so control the operation of the ignitionisystem as to facilitate the establishment of the transmission in one of the aforementioned settings, said power plant'being operativeto eifecta-tsm'ooth start of the vehicle from rest, when the engine is not operating and the vehicleis mired, byifirst closing the ignition switch and depressing the clutch pedal, then cranking the engine, then positioning theshift lever to establish the transmission in a relatively low gearratio setting, then depressing the accelerator and :releasing the clutch pedal, saidspower plant being thereafter most effectively operated by releasing the accelerator after the ,desired vehicle speedi' is: attained,

then *positioning the :shift lever to :establish tthei transmission a relatively highzgear 1atio.set-- ting :and then operating the :accelerator to .effect the desired speed of the vehicle, and in time, to bringtthevehicle toastop.

Other objects-of theinvention 'andtdesirable details of construction of partswill becomeapparent from the following detailedzdescription'of certain embodiments of" the invention, taken in .conj unction with the accompanying drawings "illustrating said embodiments, in'which Figure 1 is a side elevational view showing a part'of the ,p-owerplant of a motor lvehicle' includ-c ing :a fluid coupling, a friction clutch and a change-speed transmission and :showing a part of the transmission operating and ignition controlling power means :disclosed -inFigure 1'2;-

Figure 2 is adiagramma'ticview of :apreferred embodiment of the transmission operating :and ignitiomcontrolling power means. constituting :my invention;

:Figure 3 isfa diagrammatic view of power means for operating a friction clutch and a changesp'eed, transmission of an automotive vehicle and forrcontrolling the ignition system of the vehicle incidental to an operation of the transmission;

Figure 4 is a diagrammatic view of another embodiment .of the transmission ,operating :and ignition controlling power :-means of .my invention;

.Figure .5 is a side viewio'f thezmotor unit disclosed in itheizembodiments of my inventiontshown in Figures 1-4 inclusive, :said :unit constituting the principal element of my invention;

:Figure 6 isan end view of the 'motor unitidisclosed in Figure 5;

Figure"? is a sectional view of the motor unit of Figures 5 and 6 disclosing the parts of the mechanism in'their upshift position;

Figures is :a view similar to Figure 7 disclosing the parts of the motor .unit in their downshift position;

Figurei9 is a sectional view-disclosing'in detail another embodiment of motor unit, the partsof the mechanism being shown in their upshift'position;

.Figure 10 is a sectional view of the motor unit of ."Figure 9, the 'parts of the mechanism being shownin their downshift position;

.Figure llis .a viewof theclutch control motor and valve'unit of .thatiembodiment of my invention discl-osedsinuFigure 3, the valve mechanism beingshownrin'end elevation and the-motorbeing shown in longitudinal section;

Eigure 1-2 is .an end elevational 'view of the motor andvalveunit of Figure 11';

.Figure 13 is a sectional view, taken on "the line '|3l3 of Figure 11, the valve'rnechanism-of Figuresll and 12 disclosing the details thereof Figure 14 is a sectional view taken on the line l d-MofFigure 13; l

Figure '15 is .a sectional view, taken on the line l:E-l.5 of Figure 16, of the accelerator operated switch and second stage bleed valve mechanism of the clutch control mechanism disclosed-in' Figure 3';

:Figure 16 isa'section'a'l view of the valve and switch'mechanism of Figure 15 taken ontheline Ifi-lfi thereof;

Figure 17 is a sectional View disclosing the detailsof th'e'three-way control valve and'valve op- ,erating solenoid. of thetransmission operating and ignition controlling motor unit disclosed .in.:Figuresa5fandl6;

:Figurelsdsalongitudinalisectional view showingdetailsof the governor and governor operated switch mechanismconstituting a part of the embodiments of my invention disclosed in Figures 1,2 and 3;

Figure 19 is a view looking in the direction of one of the arrows l9l9 of Figure 18, disclosing the switch mechanism of the governor and switch unit disclosed in Figure 18;

Figure 20 is a sectional view taken on the line 2020 of Figure 19 disclosing certain details of the switch mechanism of Figure 18; and

Figure 21 is a fragmentary sectional view similar to the upper portion of Figure 18 said view disclosing the same switch mechanism as that disclosed in Figure 18 with the exception that the fixed contact of. the switch is so positioned that the switch is open with the car at a standstill or travelling below governor speed.

The transmission and ignition controlling mechanism constituting my invention may be employed in conjunction with various types of motor vehicle power plants including a friction clutch, a change-speed transmission and an ignition system for. in part controlling the operation of the internal combustion engine of the plant; however, in order to illustrate the use of one embodiment of my invention, I have shown the same incorporated in the power plant diagrammatically disclosed in Figure 1. This power plant includes a conventional internal combustion engine IB controlled in part by a carburetor I2, a throttle valve I4 which is operated by an accelerator Hi. The accelerator, which is biased to its throttle closed position by a spring I1, is preferably connected to the throttle by means of a rod I8, one end of which as disclosed in Figures 1 and 2 extends through an opening in an enlarged end portion 28 of a throttle operating crank 22. This crank is returned to its throttle closed position by a spring 23. A spring 24, stronger than the spring 23 and sleeved over the rod I8, is interposed between the end portion 20 and a stop 26 secured to the rod 18. By means of this construction the throttle is opened when the accelerator is depressed and when the throttle reaches its full open position against a stop 28 any additional movement of the accelerator results in a compression of the spring 24 and a closing of an electrical switch 30. In the embodiment of my invention disclosed in Figure 3 this additional or over-travel movement of the accelerator serves to close a three-pole switch. 3! and in the embodiment of my invention disclosed in Figure 4 this over-travel movement of the accelerator serves, by virtue of a pin and slot connection 538, 543 to open a switch 32. The function of the switches 30, 31 and 32 will be described hereinafter. It is also to be noted that by virtue of a pin and slot. lost motion connection 33, Figure 3, an accelerator operated clutch control breaker switch 34 is opened durin the first increment of throttle opening movement of the accelerator and before the throttle begins to open. The relative timing of operation of the switches 3| and 3d and the throttle i4, Figure 3, will be more completely described hereinafter.

The crank shaft of the engine is preferably connected to the impeller of a fluid coupling 35 of conventional design, the vane runner of which is connected to the driving member 36, Figure 3, of a friction clutch 38 of conventional design. Both the fluid clutch 35 and friction clutch 38 arehoused within a casing 40. The driven member 42, that is the driven plate of the friction clutch, is connected to a transmission driving 8. shaft carrying the usual main driving pinion.- The transmission mechanism, indicated by the reference numeral 44, Figure l, is of the changespeed type, .that is a mechanism including gears or their equivalent for effecting a plurality of different speed ratios in the driving relation between the internal combustion engine or other prime mover and the propeller shaft of the vehicle. Such a speed ratio varying transmission includes positively engageable drive control elements at least one of which is movable into engaging relation with another of said elements to effect a drive from the engine to the vehicle propeller shaft driving member of the transmission and into disengaging relation with respect to said element to release said drive. These two elements when engaged are subject to thrust application therebetween during the driving operation; accordingly, they resist relative disengagement until such time as the thrust application is relieved. When the engine acting as a prime mover is driving the vehicle and a changespeed operation of the transmission is desired then before the aforementioned movable element may be moved out of engagement with the element meshed therewith the driving torque or drivin load of the engine must be substantially reduced.

My invention in one of its aspects is directed to power means for effecting a movement of the aforementioned movable drive control element to one or the other of two operative positions, hereinafter called the upshift psition or the kickdown position, to thereby establish one or the other of two different gear ratios or more broadly stated, speed ratio settings of the speed ratio transmission 44. The transmission mechanism may of course include other means including a manually operable shift lever positioned under the steering wheel, for manually operating the transmission to establish certain drive ratio settings thereof. In the operation of the transmission, in conjunction with the operation of the mechanism disclosed in Figures 2, 3 and 4, either a relatively low or a relatively high gear ratio setting of the transmission is effected by an operation of said manually operated shift lever. The power means of my invention is also operative to suspend for a limited time the operation of the engine driven driving member of the aforementioned relatively movable members and this operation facilitates an operation of the power means to effect the aforementioned kickdown operation of the transmission.

In the embodiment of my invention disclosed in Figure 3 this brief suspension of the driving operation is automatically effected, when the accelerator is released to close the switch 34 and the speed of the vehicle is lowered to or below a predetermined factor, by disengagement of the friction clutch by means of a pressure differential operated motor; and in the embodiments of my invention disclosed in Figures 2 and 4 this suspension of the driving operation or torque reversal operation is effected by momentarily disabling the ignition system of the internal com bustion engine when a kickdown operation of the transmission is being effected by the power means. As will be brought out hereinafter the mechanism of Figure 3 is also operative to momentarily disable the ignition system when a kickdown operation of the transmission is effected by fully depressing the accelerator to close the switch 31.

Referring again to Figure 1 there is disclosed a pressure differential and spring operated motor 9 unit 46 operably connected "to :a crank 48 extending from the casing of the change-speed transmission 44. This crank'is of course connected to the above discussedmovable drive control ole-- ment. When the crank is moved by a pressure difierential operation of the motor unit to the full line position disclosed in-Fig ure 1- then at that time the transmission is established in its upshift position; in other words, effecting a movement of the crank clockwise may be defined.

as an upshift operation of the motor unit. When the motor unit is energized by the expansion of a spring there is effected'the'kickdown' operation of said unit and the crank ism'oved by thisOporation to the position shown in dotted 'lines in Figure 1.

Referring now'to Figure 2, diagrammatically disclosing a preferred embodiment of my invention, the transmission operating'and ignition controll ng power means and the mostessential parts of the engine controlling ignition system include the aforementioned pressure differential and spring operated motor unit disclosed'in detail in Figures? and 8,'a relay mechan sm 5d for controlling the operation of the hereinafter described electrical units in the motor unit, an ignition coil 52, a distributor'fit electrically connected to grounded spark plugs, one of which is indicated by the reference numeral 53, a ground ed breaker switch :58, a grounded condenser 'and' means for controlling the operation of the elec'tromagn-et 62 of the relay, said means in'clud ing a grounded breaker switch G l operated by a vehicle speed responsive governortt, the aforementioned breaker switch 30 operated by the accelerator I6 and a grounded limit switch 58 operated by an engine operated governor I0. The switch 68 and governor I0, together constituting the unit disclosed in Figure 18, are'o'f the same construction as the switch at and governor 65. At thisjuncture attention is called to the fact that the heretofore described parts of the ignition system, which is of conventional design, are also disclosed in the embodiments of my invention disclosed in Figures 3 and 4. As disclosed'in Figure and the governor operated switch 64 is wired to the electromagnet 62 in parallel with the series connected switches 30 and. 53. If desired, the engine operated governor it may be replaced any other switch operating or controlling means which is operative as a function of the speed. of

the engine. The relay mechanism 59 of Figure 2 includes the aforementioned electrornagnet $2 and two breaker switch I8 and 8E the movable contacts 82 and '84 of which are bound together I by a fasteningmeans 86.

Referring now to Figures 7'and'8 disclosing the details of the transmission operating and ignition controlling motor unit 3% of Figures 1 to 4 inclusive, this unit includes a cup-shaped.casingmem-. I

ber 88, the base of said member, thatis one of the end walls of the motor unit, being provided with an opening to receive a bearing member which slidably receives a rod 92 pivotally con- "fixedly secured to the casing member tt may be "substituted for'this piston. The usual flexible boot st of any suitable material, such as rubberized fabric or rubber substitute, interconnects the bearing 90 and the rod. To theperipheral portion of the cup-shaped casing member -88 there is detachably secured a plate S'I constituting the other end wall of the motor unit and to the inner face of said wall there is secured an electromagnet 98 constituting a holding coil fOr the piston, the operation of said coil being referred to hereinafter. This holding coil includes aniron core I68, bored to slidably receive switch operating means, and a winding l I92 the latter being housed between'th'e-outer surface of the core and the inn-er surface of a cup-shaped housing'member sea. The winding I82 is grounded to the casing of the motor unit by a conductor 1 06 and is connected by a conductor I08 to a conductor IID mounted in the casing member 97 of the motor unit. When the holding coil 98 is energized, which is concurrent with theenergization of a valve operating solenoid I I6, Figure '17, a plate II I fixedly secured to the piston 94 is'attracted toward said holding coil. The conductor IIii is of course insulated from the casing members! and to said conductor there is connected a conductor I I2 connected at its other end to the winding II4 of the valve operating solenoid IIB. To a plate I I8, constituting a part of the'me'a'ns for maintaining the'holding coil in placeythere is secured, by a scre'wIZiLacup-shaped plate-I22 to which is detachably fastened a so-called ignition interrupter switch I 24. This switch includes'a yieldable angular shaped 'metal clip i255 constituting the movable contactmember'of the switch and is secured to the plate I22 by meansof a metal stud I28 constituting thefixed contact of the switch. The 'studis insulated from the movable contact member'and the plate I22 by suitable m-eans such as washers I30, I32 and "I34. To the stud or fixed contact of the switch I24 there is connected a wire "I36 leading to the fi'x'ed contact of the breakerswitch 80 of'the relay and the movable contact I26 of the switch 124 is grounded by means of its contact "with the plate I22 which is mounted on the'member' H8 secured to the casing member 91. The motor unit is conveniently detachably securedby a bracket I38 to'the chassis'of the vehicle which acts as a ground connection. A's disclosed in Figure 8 the movable contact I26'of the ignition interrupter switch 'IZ l'is shaped to normally be out of'conta'ct With'the fixed contact I28 of the switch and is forcedinto contact with the latter contact by means of a' yieldable'force transmitting means interposed between the motor piston 94 and said contact. This connecting "means includes a cylindricallyshap-ed metallic plunger Mil slidably mounted in the bored'core I09 of the electroma'gnet holding coil98 and to one end'of the plunger therefis secured a headed stem- I42 slidable through an opening'in thebase of a cupshaped plunger'member I'M. A spring I46 surrounding the stem I42 is interposedbetween'one end face of the plunger member I40 and'the'base of the plunger member I44.

The three way valvefo'r controlling the operation of the motor unit' lt andthe meansforfopcrating said valve are disclosed in Figure 17. Describing these elements there 'isp'ro'vided a twopart solenoid and valve casing secured to the casing of the motor unit by a bracket. Ml. The upper part I48 of the two-partca singds cupshaped and houses the solenoid winding I'I4 which'is'conne'cte'd'by a conductor-I58 to'a conductor I52 secured to said part of'the casingand insulated therefrom. To the conductor I52 there is connected-the aforementioned conductor II2' which is connected to the winding I02 of the holding coil 98. The solenoid winding I I4 is also electrically connected by a conductor I54 to the fixed contact I56 of the relay breaker switch 16, Figure 2, and the movable contact 82 of said switch is connected, by conductors I58 and I69, the fuse 14, a conductor I62, the ignition switch 16 and a conductor I64 to the grounded battery 12.

The lower part I66 fo the two-part solenoid and valve casing is cup-shaped and is detachably secured to the upper part I48 of the casing by fastening means I68; and a valve plate I19, housed within the casing, is secured by the fastening means I68 to the casing parts. This plate I10 is cupped in its central portion and in the base of the cupped portion there is provided an opening outlined by a downwardly extending flange I12. This flange constitutes a seat for a valve member I14 secured to a stem I16 passing through the aforementioned opening in the valve plate and extending from the armature I 18 of the solenoid II 6. A spring I 90, interposed between one end of the armature and a fitting I82 secured to the casing part I48, serves as a means for biasing the valve member I14 to the valve closed position disclosed in Figure 17. In this position of the valve member the same is seated on the upper end of a hollow fitting I84 secured to the lower casing member I66. A hollow fi ting I86 secured to the casing member I48, provides a means for venting the interior of said m mber to the atmosphere and a hollow fittin I88 secured to the casing member I66 receives one end of a flexible conduit I90 connected at its other end to a hollow fitting I92 secured to the end plate 91 of the motor unit 46, all as disclosed in Figures and 6. To the outer end of the fitting I84 there is secured a vacuum conduit I94, said conduit being connected at its other end to the intake manifold I96 of the internal combustion engine I0.

D scribing now the operation of the motor unit 46, its control valve I14 and the means for operating said valve when the solenoid H6 is energized, its armature I18 is moved upwardly thereby seating the valve upon the flange I12 of the valve plate I10. The valve is thus opened and there results an energization of the motor unit by a differential of pressures acting upon the power element 94, for the opening of the valve effects a partial evacuation of a motor chamber I98 outlined by the piston or power element 94, the casing member 91 and a portion of the casing member 88. Air is drawn from said chamber I98 via the conduit I90, a chamber 209 outlined by the casing member I66 and valve plate I10, and the conduit I94 connected to the intake manifold. The right side of the piston 94 is, by virtue of the partial vacuum existing in the chamber I98, subject to a relatively low gaseous pressure and the left side of said piston is subject to the relatively high gaseous pressure exerted by the atmosphere, for a chamber 202, outlined by the piston 94 and a portion of the casing member 88, is permanently vented to the atmosphere via a hollow fitting 294 to which may be connected an air cleaner, not shown. An air cleaner may also be connected to the aforementioned fittin I86, Figure 17. Accordingly, the energization of the solenoid II6 results in an upshift operation of the motor unit 46, that is the parts of said unit take the positions disclosed in Figure '7, the rod 92 moving to the right thereby moving the crank 48 to its upshift position. Referring to Figure '1 it will be noted that by this upshift operation of the motor unit the ignition interrupter switch I24 is closed; for when the piston 94 is forced to the right, by the differential of pressures to which it is subjected, the yieldable force transmitting means, including the member I44, the spring I46 and the plunger I40, is operative to angularly move a part 206 of the movable contact I26 of the switch I24 to the right from the position disclosed in Figure 8 to that disclosed in Figure '1.

An important feature of my invention lies in the relative strength of the materials going to make up the spring I46 and the bendable contact member I26; for a greater force is required to collapse the spring I 46 than is required to move the switch part 206 to its switch closed position disclosed in Figure '7. It follows therefore that when the aforementioned force transmitting means I40, I44 and I46 is subjected to the load of the rod 92 the switch part 206 will be angularly moved to close the switch I 24 before the spring I 46 is collapsed. In this operation the member I44 telescopes over the stem I42 from the position disclosed in Figure 8 to the position disclosed in Figure 1.

Completing the description of the operation of the motor unit when its parts assume the positions disclosed in Figure '1, it is to be remembered that the holding coil 98 is energized simultaneously with an energization of the solenoid I I6; accordingly, when the piston 94 reaches the position disclosed in said figure it is held in said position not only because of the differential of pressures acting on said piston but also by virtue of the operation of the energized holding coil, for the plate II I is then held firmly against the end of the core I90.

Describing now the kickdown operation of the motor unit 46 when the valve operating solenoid I I 6 and the holding coil 98 are deenergized there results an energization of the motor unit by virtue of the operation of a spring 203. This spring, which is interposed between the piston 94 and the casing member 91, is compressed or cooked, to become a source of potential energy, when the piston 94 is moved to its upshift position disclosed in Figure '7. When the solenoid I I6 is deenergized the spring I80, Figure 17, expands thereby moving the valve member I94 to the position disclosed in said figure. The chamber I98 of the motor unit is by this operation vented to the atmosphere via the hollow fitting I86, a chamber 2I0 outlined by a portion of the casing member I46 and the valve late I10, the opening in said plate, chamber 200, and conduit I90.

The piston 94 is then no longer subject to the force resulting from a differential of gaseous pressures acting upon the same and is free to be moved to the left, to the position disclosed in Figure 8, by the expansion of the spring 209; and this operation of course effects a rotation of the crank 48, Figure 1, to establish the transmission in its kickdown setting.

Now it is an important feature of my invention that during the first part of this kickdown movement of the piston 94, that is when the slack in the system is being taken up, the aforementioned drive control elements of the transmission are being moved out of engagement with each other and the synchronizing mechanism of the transmission is operating, the switch I24 is not opened; for it is to be noted, as is evident from the description of the mechanism given above,

ignition controlling .registers with a relatively short port 25?.

the spring L55: andthe contact member H26 andthe. construction. and arrangement of. the: cooperating parts arepreferably such that when the kiclidown. operation of the: motor unit is taking place, the piston 94 movesa; short distance and the. spring I46 at the same time expands, before the switch: I24 is opened. The purpose of this particular timing of the opening of the switch I24 will be brought out hereinafter when the complete operationof my invention is described.

There. is disclosed. inFigures 9 and. 10 another embodiment: of a transmission operating and motorunit' which. may supplant the motor unit 45. constituting a part of: the mechanism. disclosed in l igures 1%'il'1-f elusive. This motor: unit; comprises casinamembers' 22l1, 223: and 225, the members 22! and 223 being det'achabiy secured tcgethert'bv'a fastening means 22? and the: members 223 and 225 being detachably secured togetherby studs,

not" shown. A piston 229; constituting the power element of the motor unit, is reciprocable within the casing member 22! and to said piston there is secured a hollow'rod 23! having one end thereof sli'dably: mounted in a bearing member 233 mounted in the. end wall 255 of said casing member; A- rod 231, Figure 1. is connected' at one of its ends by a pin. 23% to the rod HI and at its other end to the transmission operating crank 48;. A flexible boot 24-], secured at one of' its ends to the bearing member 233 and at its other end to the rod 231, serves to prevent the admission of foreign matter into the motor unit..

The operation of the motor unit oiFigures 9 and 10 is controlled by a valve structure including' a member 243, preferably made of rubber or equivalent material, fixedly secured to one end of a rectangular shaped plate 245. This plate is preferablydetachably secured at its center to one end of a cylindri'cally shapedl hub member 22'! and to the other end of said member: there is secured what may be termed an armature plate 249 preferably made of steel. A cup shaped member 25!, sleeved over the member 221', is interposed between the armature plate 249' and the plate 245. Completing the description of those parts of the motor" unit going to make up the valve structure, the. casing member 225 is enlarged at 253' and said enlargement'is' bored to provide a duct 255. To that portion of the enlargementor boss 253 constituting the outer end of the duct 255. there is secured,.not shown, a conduit leading to the intake manifold of the engine and, as disclosed in Figures 9- and 10, the other end of said duct within thebody of the casing member The casing member 223 is bored to provide a duct 258 which registers with a duct 26! in said member. The duct 251 is vented at its outer end to the atmosphere. The casing member 223 may be lightened'by the'provision of a recess 265 and the casing member 225 may be lightened by' the provision of a recess251'. The plate 245 having the valve member 243 mounted on one end thereof may also have securedthereto. at its other end a member 2.69,.the. samebeing. a duplicate of'the valve. member 2.43.. By this. construction when the. member 2.43v becomes worn. the member 245 is.

preferably of; steel; 275. there is connected. a conductor 289leading rotated. 180. thereby;- reversing; the positions. of themembersZfi 9Jand243.

As 1' with. the; previously described motor, unit. 4'5

. the motorsunitdisclosed. in. Figures 9 and '10. inciudesanrelectromagnet operable to maintain the power; element 229. in. its: upshift position until a kickdown operation of said. unit is initiated.

-As'willi be described hereinafterthis electromagnet, indicatedbythe referencenumeral- 27!, also functionszas avalve operating means; Describing the. construction of this electromagnet the same-includes'a core 273 of suitable material such asr iron,,a winding 2'l5surrounding thecore, end plates 27? and 279 preferably of brass, an end plate 283- preferably of iron and a casing 281 To one end of the'winding to the electrical means for: controlling the operation. of the. electromagnet. and. av conductor 291, connected to. the. other: end. of the winding: is preferably connected. to; the casing member: 223 whichserves. asaground connection.

To an. annular'fiange293 projecting outwardly from: the-casing, member 225 there is detachably secured, bystuds 295, a cup shaped plate 259- and to this plate there-is detachably secured a fixed contact member Sit! of an ignition interrupter switch. which duplicates the. function of the previously described switch 1-25. The yieldable movable contact member 383 of the switchis'of the same construction as the previously described movablecontact member. I25 disclosed in Figures '7 and. 8;. and as with the mechanism disclosed: in the latter: figures there is" provided a yieldable force; transmitting meansainterpcsed between: the

movable contact: member and a. portion or the linkage interconnecting the power element of'the motor unit with the transmission operating crank. This yieldable force transmitting means consists of a pin 365 which is slidably mounted within a member fixedly secured to the core 213 of the electromagnet. 21!. One end of the pin 3&5 abuts the movable contact member 303 and the other end of said pin extends through an. opening in the base portion of 'a hollow tubular member 559. Within the member 359 there is; housed; a relatively strong spring 3!! which abuts, at one of its ends, anenlarged 'end portion or head 313 of the pin 305 and .at its other end the spring abuts a plug 335 threadedly mounted in oneen-d of said member.

Describing now the operation of the motor unit disclosedin Figures 9 and 10 and incidentally describing parts thereof not heretofore mentioned, when the. electromagnet'21i is' energized the armature member 2.49 is drawn to the left to theposition disclosedin Figure 9, that is into contactwith the brass plate 211.. This operation serves to open the valve by moving the valve member 223 out'of contact with the endof the vacuum port 257 and into the contact with the casing member 223 to. cover-the duct 259 leading to the; atmosphere. Avalve. operating spring 3|! is compressed by this operation. Themotor: unit is then energized by creating different gaseous pressures in compartments 359 and 32! of said unit. The compartment 32! is partiallyevacuatedinasmuch. as said compartment isthen connected to the. intake manifold of the internal combustion engine via a duct, not shown, in the casing member 223 interconnecting the compartment 32.! andLacompartmentSZE ',,p ort 25.1, duct 255 and. the. conduit. leading. to the intakemanifold. The. compartment 32L is. outlined-bythe imember, 251. andportionsof. the casing members 223 and 225.' The compartment 3l9, outlined by the piston 229 and the end wall 235 of the casing member 22!, is permanently vented to the atmosphere by a port 323 in the end wall 235. An

- air cleaner, not shown, may be connected to the 1 32'! interposed between the piston 229 and a portion of the casing member 223. held in this cocked position disclosed in Figure 9 The piston is so long as the electromagnet remains energized; for a steel armature plate 325, fixedly secured to the hubs portion of said piston, is drawn into contact with the then energized electromagnet.

Describing the switch closing operation after the end of the rod 23? contacts the end of the member 309 further movement of said rod serves to move the member 309, the spring 3!! and the pin 305 as a unit, for it is to be remembered that the spring 3!! is relatively strong. The spring 3| and the contact member 303 are so constructed that the force necessary to collapse this spring is greater than the force necessary to bend said member into contact with the fixed contact 30!. It follows therefore that the switch is closed before the spring 3! is compressed and when said spring is compressed the parts of the switch operating force transmitting means assume the relative positions disclosed in Figure 9.

Describing the kickdown operation of the motor unit disclosed in Figures 9 and 10, when the controls are operated to effect a deenergization of the electromagnet 21! the armature member 325 and the piston 229 secured thereto are no longer held by said electromagnet in the position disclosed in Figure 9. Furthermore, the armature -plate 249 is then no longer held by the electro- 'magnet in its valve open position. The valve spring 3!! then expands thereby moving the member 241, and the members 2&9, 25! and 255 mounted thereon, to the position disclosed in Figure 10. This operation serves to cover up the vacuum port 25'! and vent the motor compart- 'ment 32! to the atmosphere via the ducts 23! and 259, the compartment 32! and the duct in the casing 223 which is not shown. The gaseous pressures within the compartments 3! and 32! "are then equalized thereby permitting the motor unit to be energized by the expansion of the spring 32?. This operation results in the transmission being established in its kickdown setting; for the piston 229 and rods 23! and 23! connected thereto are moved to the position disclosed in Figure 10.

Describing now the most importantfeature oi the motor unit disclosed in Figures 9 and 10, that l is the time of opening of the'ignition interrupter switch 30!, 303 with respect to the movement of the piston 209, said switch remains closed during the first increment of movement of said piston,

for it will be remembered that the spring 3! was collapsed after the movable contact member 303 had been moved to its switch closed. position. It follows, therefore, that as the piston moves to the left duringthe kickdown operation of the motor unit, the spring 3!! expands before the contact member 303 may move to open the switch; -and as previously described this movement of the piston, that is that part of the movement completed before the switch opens, serves to effect first a slack takeup in the transmission and the transmission operated linkage connected with the motor piston and also effects a demeshing operation of the transmission mechanism. Continued movement of the piston 229, effected by the expanding spring 321, makes possible the return of the contact member 303 and the movable force transmitting members connected thereto, to their switch opened position disclosed in Figure 10, the ignition system by this operation then resuming its normal operation.

There is thus provided in the motor unit disclosed in Figures 9 and 10 a compact and eficient power means for effecting two operations of the transmission of the vehicle, said motor unit also including part of means for controlling the operathese operations of the transmission. The elc tromagnet 23! within the motor unit serves in a dual capacity, that is it functions both as a means for holding the power element of the motor unit in its upshift position and as a means for operating the control valve of said motor unit. The yieldable force transmitting means interposed between the end of the rod 23! and the movable contact member 333 insures, during the kickdown operation of the motor unit, the desired movement of the power element of said motor unit before the ignition interrupter switch is opened.

Describing now the governor 6E and breaker switch 34 operated thereby, disclosed in detail in Figures l8, l9 and 20, this mechanism, hereinafter referred to as a governor and switch unit, includes a cup-shaped casing member 2l2 having an opening 213 in its base. A drive shaft housing member 2M is secured at its upper end to said casing member, a portion of said member extending through the opening 2l3. lhe member 2M may be threaded at 216 to provide means for securing the governor and switch unit to the chassis or any other convenient support. The member 2H3 is bored to receive a governor drive shaft 2!? having a gear member 220 secured to its lower end by a pin 222. The drive shaft 2H3 is journalled in bearings 224 and 223 which are grooved at 228 to receive a lubricant. To the upper end of the drive shaft there is secured a pin 230 telescoped within a cup-shaped member 232. The lower end of the member 232 is provided with an outwardly extending flange 23:2 having portions thereof fitting within notches 233 and 233 in centrifugally operated weights 24E! and 242 respectively, said weights being mounted on pins 244 and 246. These pins are secured at their ends to a stamping 248 U-shaped in cross section secured to the end of the driving shaft 2I8. A relatively thin plate 255 is fixedly mounted on the top of the housing member 2 l4 and felt 252 or any other suitable air filter material is acked between the plate 250 and the bottom of the casing member 2l2. This filter is incorporated in the governor and switch unit for the purpose of cleaning theair which is drawn in via an opening 254 in the base of the casing member 212 into said casing. The filter absorbs any water which is admitted to the interior of the casing via the opening 252; for the operation of the centrifugal weights results in a partial vacuum being created within the unit and as a result air, water and dirt are drawn through the opening 252.

Describing now the breaker switch mechanism disclosed in Figures 18, 19 and 20, the same is mounted on the inner side of a cover plate 256 of 17 the governor and switch unit which plate is detachably secured, by fastening means 258, to the cup shaped casing member H2. The switch mechanism comprises a thin, fiat U-shaped metal stamping 260, Figure 19, constituting the movable contact member of the switch and a metal bolt 262 constituting the fixed contact member of the switch. The movable contact which operates as a lever is provided with a metaltab 263 extending inwardly from one end portion of the stamping, said end portion being enlarged at 264 as clearly disclosed in Figure 19. The fixed contact 262 is insulated from its support by any suitable means 266 and is so provided with a metal tab 268 contactible by the tab 263. The U-shaped movable contact is provided with openings 268 and 210 and through these openings extend fulcrum members 212 and 214. The latter members are preferably rectangular in shape and slightly bent at their ends, thereby providing a fulcrum for the contact member 266 when said member is forced against the members 212 and 214 as it is being rocked to open and close the switch. The members 212 and 274 constitute an integral part of a stamping 216 which may be riveted to the inner surface of the casing member 256.

Describing the means for effecting the rocking action of the movable contact member, that is the operation of said member when it functions as a lever, there is provided a coiled tension spring 278 having a hook 286 at one of its ends extending through an opening in a central part 28l of U-portion of said contact member. The other end of the spring 218 is provided with a hook 282 which extends through an opening in one end of a rectangular shaped metal stamping 284. This stamping is preferably provided with a rectangular shaped opening 288 in its other end through which opening there extends a rectangular shaped support member 290. As with the aforementioned fulcrum members 212 and 214 the member 290 is an integral part of the stamping 286 and is slightly bent at its upper end to provide a groove to support the end of the stamping. The central portion of the stamping 286 is provided with an opening through which extends the shank portion of a yieldable member 292 made of any suitable non-conductive material such as synthetic rubber. One end of this member 292 is preferably rounded as disclosed in Figures 18 and 20 and is contacted by the aforementioned cup shaped member 232. A coiled compression spring 294 is sleeved, at one of its ends, over the shank of the member 292 and at 'its other end is fitted within a screw 296 bored to receive said spring. This screw is threaded into a cylindrically shaped member 298 fixedly secured to the casing member 256 by means of a cylindrical portion 368 extending through an opening in the casing member 256 and bent over at its end to provide means not only to clamp the member 298 in place but also to secure the stamping 216 in place.

Describing now the operation of the governor and the breaker switch operated thereby, it will be noted as disclosedin Figure 20, that when the tension spring 218 extends in a line forming an acute angle A with the plane of the U-shaped movable contact member 260, then said spring exerts a force having a component which lifts the end portion of said contact member upwardly, thatis away from the plane of the casing member 256. This condition results in the holding of the contact tabs 263 and 266 in engagement with each attained spring. 218 is positioned very slightly beyond dead center with respect to the contact 1 8 other to maintain the switch closed, and the switch remains closed when the car is at a standstill or is travelling 'below the higher of two socalled critical governor speeds, say thirteen milesper hour, as the speed of the vehicle is being increased. Until this critical speed is reached the governor mechanism does not force the cup shaped member 232 upwardly far enough to move the member 292 and the stamping 236 connected thereto. To effect a closing of the switch the compresion spring 294 forces the movable end of the stamping 286 downwardly to the position disclosed in Figure 20 in which position the contact member 265 and spring 218 are out of alignment with each other as disclosed by the angle A in said figure. I

When the vehicle speed is being increased and is approaching the aforementioned critical upshift speed of 13 M. P. H, the governor weights 240 and 242 rotate about the pins 244 and 246 in the direction of the arrows shown in Figure 18;

thereby forcing the member 232 upwardly to compress the spring 264 and move the spring 218 into alinement with the movable contact member 260. I

When the aforementioned critical vehicle speed is member 260; then the longitudinal axis of said spring lies in a plane forming a very small acute angle with the plane of said contact member. The spring then exerts a force having a component tending to pull the portion 28I of the con tact member toward the plane of the casing member 256. The contact member acting as a lever is by this operation rocked with a snap 'action about its fulcrum to open the switch.

Upon decreasing the vehicle speed to the critical downshift speed of, say 10 M. P. H., the force exerted by the centrifugal weight driven member 232 is reduced and the spring 294 expands, returning the spring 278 and stamping 286 to their positions shown in Figure 20; and this results in the rocking of the movable contact member about its fulcrum to again close the switch. It is to be noted that due to static friction and other causes, there is a differential of approximately 3 M. P. H. in the aforementioned critical governorspeeds; however, this is a desirable feature of the switch mechanism of my invention, inasmuch as such a mechanism is free of the undesirable hunting operation of a breaker switch. By adjusting the setting of the screw 286 with the consequent variation of the loading of the compression spring 294 the critical governor speeds may be varied as desired. To make this adjustment it is necessary to remove a protective packing 297 of wax or other suitable material.

Describing now the operation of the transmission operating and ignition controlling mechanism diagrammatically disclosed in Figures 1 and 2 and incidentally completing the description of the parts thereof with the car at a standstill and the engine idling the driver, preparatory to placing the change-speed transmission in a relatively low gear ratio setting, must first disengage the friction clutch by manually depressing a clutch pedal 204. A manually operated shift lever, not

shown, conveniently positioned near the steering wheel of the vehicle, is then actuated to establish the transmission in a low gear setting. The accelerator I6 isthen depressed as the clutch pedal 20! is released to engage the friction clutch and the car is gotten under way. In this operation 75. the flu d clutch or fluid coupling cooperates with the friction clutch 38 to effect a smooth start of the vehicle.

Now, it is to be remembered as previously described that when the car is at a standstill or is travelling below a certain speed the governor operated breaker switch 64 is closed as is disclosed in Figures 2 and 18; and when said switch is closed an electrical circuit is completed through the electromagnet S2 of the relay 53. This circuit includes the grounded switch E54, conductors 2&3, 2G5 and 201, the electromagnet 62, a conductor 299, a conductor H I, the conductor :53 and the electrically interconnected fuse T4; ignition switch it and grounded battery 12. The electromagnet is thus energized thereby drawing the physically interconnected movable contact members 82 and 8d downwardly to break the electrical circuit from the battery to the valve operating solenoid lit and the-holding coil 98' and make the electrical circuit from the grounded ignition interrupter switch I24 to the primary winding of the ignition coil 52. The solenoid and holding coil are accordingly deenergized resulting in apositioning of the power element 95 of the motor unit in the downshift position disclosedin Figure 8 and an opening of the ignition interrupter switch [2th all as previously described.

It follows therefore that the transmission remains established in its downshift setting until the speed of the vehicle is increasedto-the governor speed which may be 13 M. P. H. As stated above, this critical governor speed may be changedat will by adjusting the screw 296, Figure 18. When this critical speed is reached the governor operating switch 64 is opened, thereby breaking the electrical connection between said switch and the electro1nagnet6'2. The electromagnet is then deenergized resulting in the movable contacts 82-and B lbeingmoved by a spring 2 l 5 to close the relayswitch l8 and open the relay switch 80. The holding coil 98 is then energized to later perform its functionand'the solenoid H6 is energized to open the three-way valvemechanism, Figure '7, controlling the motor unit. The chamber I98 of the motor unit is thus connected with-the intake manifold and when the gaseous pressure, or in other words, degree of vacuum of said manifold, reaches a certain factor then the motor unit will he energized, as previously described, to establish the transmission inits up shift setting. This gaseous pressure is effected by releasing the accelerator andthis-is done by the driver whenthe desired speed of the vehicle in the kickdown setting of .the transmission has beenattained. It is not necessary, however, to com pletely release the accelerator to effect this result. Now when the power elementefiof thethenenergized motor unit reaches its upshift position disclosed in Figure 7 the energized holding coil 98 maintains said power element in this position until the hereinafter described kickdown operation of the motor unit is efiected; for when the air.

to maintain its speed, againdepresses the accelerator short of a position to close the switch 39- the gaseous pressure-in the manifold'and cham-- ber l 98connected thereto is increased. lJ-he then energized holding-coil,- however, serves-to main 20- tain power element 94 in its upshift position. It is assumed of course-that the car speed is at the time maintained sufficiently high to prevent the closing of the switch 64.

The motor unit 46 is thus automatically operative to establish thetransmission in its upshift setting when the accelerator is released far enough to make possible an operation of said unit by vacuum andthe car speed is at the time at or above the higher of the two governor speeds; and thetransmission, by virtue of the operation of the holding coil, remains in this upshift setting despite a'subsequent depression of the accelerator to maintain or increase the speed of the vehicle.

Describing now the kickdown operation of the powermeans disclosed in Figure 2, it will'be assumed-that in driving along the road-at a moderate speed and with the engine operating at a speed-to-keep the switch 68 closed, the car ap-- preaches another car and the driver desires to pass the latter car. To-facilitate this operation the driver automatically lowers the speed ratio setting of the transmission, that is-establishes the same in-its kickdown setting, by depressing the accelerator toits full open position. As previously described, the throttle is first opened wide when the accelerator is so depressed, the last increment of movement of the accelerator, after the crank 22 has contacted the stop 28 and during the compression of the spring 24, resulting inthe closing of the switch 30.

Closing of the switch Sllcompletes an electrical circuit including the then grounded switch 68, a conductor 21?, the switch 39, a conductor 219,

conductors- 2533, 265, 2&1, electromagnet 82, the

grounded battery 12 and the electrical means interconnecting the electromagnet and battery. The electromagnet 62' is then energized to close the relay switch 8d and open the relay switch l8. As previously described this operation results in the motor unit 46'being energized by an operation of the spring 2% to effect the kickdown setting of the transmission and the momentary disabling of the ignition system to facilitate this operation of the transmission. The driver will probably maintain this setting of the transmission, by keeping the switch 30 closed, until his car is safely ahead of the car whichwas passed whereupon. he will, after the desired car speed is attained, again release the accelerator to effect the previously described upshift operation of the transmission.

At this junction it is well'to describe the functionof the switch 68. This switch and its governor 10 are of the same construction as the switch t iand governor 66, Figure 18; however, the screw 2% is'adjusted to effect an opening of the switch atarelatively high engine speed, say 2500 R. P. M. and a closing of the switch at a speed of say 2400 R. P. M. The governor H3 is, as-disclosed in Figure 1, drivably connected to the engineto operate in direct proportion to the speed of said engine; however, inasmuch as the switch 68 is to be operated at certain critical engine speeds it is apparent that any other switch operating engine speed responsive means may supplant said governor. The function of the switch 68' is to make it impossible to effect a kickdown operation" of the motor unit 56 when the R. P. M. of the engine is relatively high; for if the ignition system were disabled at this time, even for a relatively short time, there might result such an accumulation of unburnt gas in the engine system that when the ignition system was res'toredto-action there-would result an un-- 

